Barrel type engine



June 10, 1947. R. Y. BovEi-i BARREL TYPE ENGINE Filed April 23, 1943 5 Sheets-Sheet 1 June 10, 1947- R. Y. BOVEE BARREL TYPE ENGINE Filed April 23, 1943 5 Sheets-Sheet 2 PA/vsoM'Y BOVEE June 10, 1947. RY, BQ EE 2,421,868

BARREL TYPE ENGINE Filad April 23, 1943 5 Sheets-Sheet 3 INVENTOR. Y fPfl/vsoM X Boys: 3

June 10, 1947.

R. Y. BOVEE BARREL TYPE ENGINE Filed April 23, 1943 5 Sheets-Sheet 4 7 76. /0 INVENTOR.

RANSOM' X B0 was Patented June 10, 194 7 Thi invention relates to-a crankless internal combustion engine employing but-a single valve. to control the ingress of fuel and air intoa plu- 'rality of abuttingcylinders and/or power units,

and also for controlling the discharge of burned number ofpaired power delivery and gas compression cylinders, which when abutted withthe like cylinders of the otherhalf of the. engine gases from the power units. "As regards the 1 cylinders of the-engine of this invention, the en-. gine has two similar or'complementary-like parts i with the open ends: of their respective gas cham-*' bers in substantially the same plane, the two parts being separated only by a singlevalve plate that is common to all'the cylinders. disc shaped plate valve operates between two duplex opposed barrel engines andis'. a true monovalve.

f l 1 l d 15 burnt gases and full power strokes. perfect balfor both engine parts. V 1 By the duplex and opposing features of the two engine parts' ignition and complete combustion of the fuel gases isiaceomplished ina simple and economical-manner, theengine operates in perfect balance, and therefore, is vibrationiessigit is substantially noiseless, the, drag -is reducedto form a unitary power delivery enginawitha.

single inbetween rotary, valve. all the cylinders and valve having their respective working-parts centered about a single cranklessjdrive shaft."

The engine of this invention is trulya ,duplex,

power delivery mechanism having multiplejcyllnder units .opposedto one another. The arrangement of the cylinders and valve plate being such that carbon accumulatin eas are eliminated, the pistons of the cylinders substantially abut against, the sides of the single valve plate a very low minimum, nrelhazard greatly lessened; weight'and costs are verylow, and mass produc I tion made possible forthis-type of engine because 2 Although the engineiofflthis invention may beg 55" arranged for electrical firing oftheiuel, it isji of itsv simplicity and uniformity of like parts.,

preferable to construct the enginei-forihigh gas i compression firing in a manner so to the Diesel engine principles.

ewhat similar Zj j Any number of power delivery cylinders and .5; gas or air compression cylindersjmay be used in-i;

the engine of this invention. A gas-firing. or power due.

- 4. To providean interna wmbustinn engine in which the expansive eflort of the explosions is igniter cylinder is paired [with and'connected to each power deiiverycylinderfor transmittal of hot high pressure gases to its respective power-g delivery cylinder via of 1a passagewhere a prede-L termined amount of liquid fuel is entrainedand diffused in thehot'ifiri'ngjgases. In the power:

delivery cylinders, the .mixed explosive gas-'ex ff ponds and disposes of substantially all its energy for substantially the full length of the strokes or displacement of the power delivery pistons.

Instead of the usual crank shaft, the-power of the engine of this invention is transmitted from the power delivery cylinders to a crankless straight main drive shaft through a series oi conthe edges of a pair of slant rotors or crank-discs,

the discs having their hubs firmly fixed to the main drive shaft. This arrangement permits a large number oflong power thrusts to the main necting rods that work in sliding manner along which makes possible complete scavenging of ance of power thrusts, and reduce much friction and wear.

V Someof the objects of this invention areas follows:

1. To present a duplex engine balanced on op- V ing unrefined fuels and having meansjof transforming crude petroleum or liquid base'fuels into instantaneous combustive actionby inherent engine block u'ieanswithlout the aid of carburetors, pre-heaters, atomizersorignition devices.-

3. To provide an engine capable of expanding v the productiof combustion in the development of power to the maximum extent of their useful consumed in thepowerthrust. and substantially tea point where the "exhaust pressure when released is substantially noiseless, heatless, nameless and pressureless'. v x

5. To provide an internal combustion engine which mixes its air and fuel after top dead center of the working pistons, which prevents and obviates explosive eifort 'from back-thrusting contra-to the running direction of the engine which consumes. power, causes heating on the upward stroke of the piston-heads, cylinders and compressionspacealunnecessary thermal heat losses,

and unconvertabie power loss dissipation. Q 1

6. To provide an internal combustion engine which obviates the necessity of advance ignition and advance .fuel introduction, which prevents in detrimental heat and obviates pro-ignition; detonation, and twoway explosure toilame of the explosion ends of the cylinders.

- UNITED STATESPAT-ENT- OFFICE 4' a 7 '7. To provide an internal combustion engine with automatic means of compression ignition inherent to the means and method of .pre-compression of air. and fuel introduction thereinto and then transference to an independent cylinder fo expansion and delivery of power.

- counter-weighting or using dampers or dynamic balancers.

- 8. To provide an internal combustion engine by which pro-compression of air to fuel-combustion temperature enables the fuel to be introduced into the air-stream while in transition fromone cylinder to another producing cyclonic turbulence and'fu'el atomization to a point of near-infinity,

rendering the fuel and the air into a homogenized flaming gas thereby insuring. complete. combustion, and combustion after top dead centeron the outward workingstroke of the power delivery piston. e v 9. To provide a monovalve or one valveengine with a plurality of cylinders, in which all cylinders are equally served in their complete valving requirements with the one valve.

10. To provide a floating, equalized pressure, self-sealing, free-running, cooled and lubricated .valve that is substantially eflortless to operate,

that is self-sealingfrom carbon and lubrication, which requires no attention, runs at low speed, and will sustain its seal and timing indefinitely.

17. To provide a rhythmic, harmonic reciprocation of the pistons byutilizing slant-rim opposed rotors, thus providing a 25% uniform slower motion at the ends of the strokes than possible with a crank action. These slant-rim rotors displacing the usual cranks of shafts with their unbalanceable connecting rods, this permitting a longer stroke or displacement without additional 18. To provide an engine with a central through-opening tubular power shaft, permitting of cannon fire or machine gun fire directly 'therethrough, and at the same time permit supercharger engagement or disengagement, supercharged air induction, and also the extension of 11. To provide'a monovalve engine with a single valve means whereby the explosions withinthe engine can be produced every revolution of the engine or two-strokes of the power delivery pistons, with the same positive control of intake air, compression, fuel introduction, "ignition and exhaust as is now required in a four stroke engine.

12. To provide a monovalve. engine whereby four-stroke functions .occur in two-strokes without blowers or scavenging devices, whereby the single valve admits air induction, air-compression, compressed air transference, fuel introduction in a manner to cause 100% fuel diffusion,

atomization to near-inflnlty,inflammation and combustion from air pre-compressed high temperatures, and a power stroke extending from the top of the power cylinder to the bottom before exhausting the productsof combustion, all in the two-cycles of operation, utilizing upto'75 degrees more thrust than prevails in common practice.

13. To provide a monovalve'engin'e which en ables compound expansion of the explosions and expanding gases to nearly their atmospheric pressure limits before beingexhausted, in which the explosions are expanded to nearly two and twothirds greater displacement before being exhausted than occurs in prevailing engines.

14. To provide a means where a relatively small displacement can be expanded into a larger displacement to obtain a full delivery of expansive explosive effort in working piston thrust before exhaust.

r 15. To provide an internal combustion engine with means of eliminating heat and power con- .surning cylinder-heads, carbon accumulating areas, hot-spots, unequal expansion, fire-setting dangers, aswell .as their usual extra weight, cost and cooling problems.

16. To provide an internal combustion engine design that brings all pistons into balanced opposition so that theirfiinertia forces are equalized as well as the secondary forces acting upon them, and their thrust is not delivered against the frame of" the engine but upon propulsion rotors which are in balanced opposition and on a rotating I l power-shaft, thus-providing inherent balance and vibrationless operation without the necessity of means to control propeller pitch regulating devices either automatic by hydraulic pressure or by hand control means at the rear of the engine.

19. To provide a fuel supply system of a simple,

reliable and inexpensive character. eliminating fuel nozzles, atomizers, fuel injectors, distribution and timing devices, fuel system in which me-- tering and measuring devices become unnecessary. and nothing is required other than a fuel pump to supply the fuel under pressure to an internal fuel rail or manifold, thus a non-clog variable volume fuel supply is made possible, controllable at the pump with a simple throttle valve,

providing greater flexibility than with carburetion or with Diesel practice.

20. To provide an engine which is small in overall diameter to cut down air drag in aircraft and which enables its installation in the wings or the fuselage of the plane to eliminate the factor of headresistance.

21. To provide an engine very light in weight in proportion to its horse power output, and reduce by one half the weight factor per horse power without the necessity of costly light weight metals, or the over-all machining required of air cooled engines.

22. To provide an engine, design. adaptable to engines of either small or very. large horse power outputs without departure from the geometric I plan, or principle of operation.

23. Toprovide an internal combustion engine free from the common causes of failure and wear and waste attendant in engines lacking the features of compound expansion.

24. To provide an engine with full scavenging, automatic ignition, floating self-sealing valve system, floating and guided pistons, floating power-shaft, 100% opposed operation of mechanical movements, inherent balance, long strokes, free running'slant-rim-rotor drive, harmonic piston movement, splash lubrication to all moving parts, cool and almost pressureless exhaust without noise, vibrationless operation, and a non-clog fuel system.-

.OtherobJects, advantages and features of my invention will appear from the accompanying I explained later.

stantially along the line ing only one of themes heads :2l in'place;

View lien s ally aione r be. f 8- ;"but *showlnfa'gear when completein 1ulli1i 1 v pp n View takensubstantiallyQ1 1 t line .s-:-sor l lg-sftwbut showing exhaust"ports toward rearotengine indot-dash'linesq v 1 1 Fig. 6 is an elevationalview Of-thfi rotary valve .p1ate, I g

Fig. 7 isan enlargedvertical sectional view of an 1 air blower or v super-charger the inv vention. Fig. 8 is an pump taken substantially along line H of Fig;

-Fig; 9 is anenlarged sectional viewo! the oil pump taken substantially along-line9 9 ofI ig.

Fig. 10 is a much enlarged sectional view of the oil pump and water pumpand connected .partsthereto.

Fig. 11 isa much enlargedsectionalvlew or-a detail part of the lnventiontaken substantially alongtheline ll-il oiFigni.. i v I i Fig. 12 is also a much enlarged sectional view of a detail part 0! the invention taken .substantially along the line l2-l2 01' Fig; 11 :f'

Fig. 13 is a normal sizedend elevationalview ofrthe engine withv parts broken away to show details. I l I Fig. 14 is an enlarged elevational view of aportion of the rear end of the engine with parts broken :away to show details; the pr ssure tank' Slbeingomitted. v 1 v .Flg. 15 is .aLverticaI s tionalview shdwing a fuel injector valve on a largescale'. j

; Flg..16 is anlenlargedvertic viewppartly ini section, of I a detailed part of ajthrust bearing.

The ,iengine ,illustrated in; the drawing and which comes within 1 the purview of thls'f invention, has a pair of abutting outer cylindrical [cas ings or shells l and if, the iar ends' oi whichare. flanged .to provide annular surfaoesjto accon nio date the endfdisc-like sealing plates 2 and" @The end plates are removable andmaybehel tightly against the ends or the shellpby-anysuit able means such as; bolts and thelike. Each endplate is provided with a rotatably'support a 1101i w shaft withlts ends open as shown. The twocylindricalshellsflat their abutting ends-havethe annular' iiang'e's 1'5 and li which are bolted together after first placing between them an annular spacer ring I which provides a shallow annular or ring- -like area 8 v to accommodate a rotatable mono-valveor rotary disc-shaped valve plate 9. valve plate dividesthe engine and provides the 'two engine chambers l0 and H. Each engine portion I and I are provided withwater channels I." and i' respectively, which surround their respective cylinders tobelater explained. V The valve plate has a centralcircularlopening which is journalled onto the outer. surface of the collar of a"bevelled gear 12, thebevelled gear being journalled to the outer surface of the main drive shaft 4. i To .a central portion or the valve plate surrounding the opening thereof is fixed the flange of a ring gear I3 which meshes with means for slowly turningit and which will be 1-2 0! Fig. 1, but show-1 enlarged sectional view or men.

'aring'to centrally and entrees dlscshaped 9 is a rotary engine head 9 or partition between aplurality of power delivlsor cyllnders in the-chambers I0 and It. a All abuttingjpower delivery cylinders of chamber ll areindlcatedby ii. The compressorcylinders 0 [in chamberiilare indicatedby l6, and the similar abuttingwcompressor cylinders oi chamberii indicatedibyil. Thejpower delivery and p a compressor cylinders all have the usual internal fcombustionengine-type pistons l9 and I8 respecm tively, all of whichfare "provided with a threaded -boreinto each'o flwhichis threaded one end of a rigid pistonrod Ilh'j a 'z' Attached .tothe outer ends of the piston rods are the crossheads or slide connector units 2| micoupledwcto their respective piston rods by a 1 threaded and tapered oflset extension 22 which is split, axially thereof so that whenthe nut 23 L is screwedthereon, the extension is squeezed to asmaller'compass tosnugly -grasp the pistonrod; The veryendoi the piston rodis screwed to the rigidly and "firmlylheld thereto. Means is lcombined. with each connector unitwto slide smoothly around the outer margin ofa slant-' so, rim rotor or'wobble type crank whlchvacillates when the" drlveshaft l is rotated; oneof these wobble cranks is designated 2! and the other 26.

Each wobble crank is made or two stamped secsemlfspherical' pan J14 extended therefrom; and ,the other plate having thefserni-spherlcal ball. I5 "extended therefrom. 'A'portion of the connector Justbeyond theouter" endor the piston rod, has a cavity or semi-spherical socket 36 which docommodates the ball 34, and a similar socket l1 in a threaded bushing 38 accommodates the .ball

.35. The bushing 38 is threaded into a bracket 39 the top of the bracket beingflxed by a bolt to an end portion or the, connector 2 I, the bracket splitat its bottom where it encircles the bushfing' solthat the bushing can be held firmly by tightening a screwtafter the bushing has first been adjusted, Each connector 2| i also pro- 80 .vided with earsil' and it", see Fig. 2, which have bearings for reciprocation on the-fixed guide rods 40. One end. of theseirodsextend through the cylinder. flange and itsjend plate, and the other end. is threaded into the cylinder block.

together. p t Becauseforfthe above recited arrangement of the various pistons; piston rods; connector units, guide rods. slide plates and sockets, and wobble 7Q crank, on each side of the engine, the reciprocation. of the'power delivery pistons I9 force the (wobble cranks to rotate 'thedrive'shatt I, and which inturn'through thesame wobble cranks Jreciproc'ate'the air compresor pistons I8.

' vBy referring to Figs. 5 and 6 of the'drawing, a

ry cylindersin chambers it and II and also beween a pluralityofgas heating or air compresthe powerf delivery cylinders in chamber III are -indicated= by .the numeral I4. and the similar inner portionoi the extension at 24 in order to 1 Each sues. connector has s ac r spaced slim qslideyplatjesfl and 33,- the plate 31' having the 1A nut ll holds the end plate and rods securely better understanding of the valve disc or plate 8 can be had. The valve plate has the slots 42,

four in number, arranged to receive the bolts that hold the ring' gear, I8 thereto. Next in, order, there are the oil injector cam grooves 48,-six in number, to be explainedlater, transfer-ports 44, six in-number, to be explained later, and the intake exhaust ports 40, six in number. These latter'ports 45 admit air into theair compressor cylinders IQ and I! when connecting them with 3, which ring has flveopenings 02 andslides'in engine shell I. This free air control valve ring has a few teeth 54 at its lower edge which is in mesh with apinion gear 55. The pinion gear is keyed to a hand control rod 08 sothat all. the

I free air intake ports can be ,closed or opened.

Each passage connects with a forced air passage 81, all of which enterinto' a circular air passage 88 that encircles-an air supercharger 80. This supercharger has a center vaned wheel il, the vanes 02 of which are fixed to the drive shaft between slots 88 thereof which admit-air from the interior. of the hollow shaft into the spaces between the vanes 82. when this vaned wheel rapldlyrotatesin the direction indicated by the arrow,.it draws air from the hollow shaft 7 and forces it into the ring shaped vaned wheel 84.

This wheel 84 moves in the opposite direction of wheel SI and forces air under higher pressure into the circular space 58 and into the passages 81. v

The inner vaned wheel of the supercharger gets its. power directly from the drive shaft, whereas, the. outer faster. vaned wheel 84 receives its power through a gear 81, to which it is block 88 bya'shaft having 'at'dts-end asmall pinand this gearis iournalled .ontosthe drive shaft 4. Thisgear II has a tapered flange'or clutch cone I! which forms. acomplementary part of a remote controlled'clutch. The other complementary part of the clutch is a collar 18 having a tapered shoeportion or engager 14 that is designed to grip the tapered flange .12 when the collar I3 is shifted toward the gear II by shifting an inner linerpipe 10. This liner pipe is attached to the collar by a pair of opposed bolts which pass through the slots 16 and force the collar and liner pipe to turn with the shaft 4.

The pipes 65 and 86, shown in Figs. 3 and 5, are water circulating passages for connecting all the water jackets or passages, shown in Fig. 1, with a heat radiator (not shown) so as to maintain the engine at a running heat that will not impair the efficiency of the engine. v

The liner pipe 15 is reciprocable in the shaft by the lever 11 at the rear of the engine, see- Fig. 14. This lever is coupled to the rotatable liner pipe by the ball bearing cage I8 which rides the raceway of collar 18. Theraceway I8 is fixed to the liner pipe I5 and rotates therewith. The coupler is housed in a hub cup 80 suitably secured to an extension 8| of a-casing 82 of a'starter device, the said hub cup being provided with a side opening cam slot 80' in which the manuall y operated lever .I'Iis rotated. The liner pipe 1.0 may be reciprocated to engage or disengage the air-supercharger driving clutch-I2 via of the shoe I8 which is secured to its opposite extremity.

When the clutch I2 is engaged by side movement 'cf lever 'II, a plurality of finger springs 18 behind the non-rotating ball race I8 maintains the necessary pressure to keep shoe 'l4'indrlving engagement wan--12. In thissame part of the engine is: the, power shaft. thrust .bearing 84, see Figs. 14 and 16, having its center thrust plate threaded upon the and extension of the. main drive shaft 4 and has a plurality of half keyways 84' o that the axial position of. the shaft may be changed and a key 84 inserted in the desired notch to prevent the changing of its adjusted position, the

=purpose .01 the adjustment being'the means of a groove 08 of theouter wall of the cylinder or I centralizing the plate valve 8. between the meeting strokes of the pistons to prevent striking contact of the pistons against the intermediate valve plate 8. By shifting, the power shaft and piston assembly backward or forward to such central position, and then looking thrust plate of bearing 84 to shaft 4 by screwing theback end thrust plate llagainst spacingrin g 8 1,which encloses the adiustablej thrust; bearing 84 in its thrust cage and'holdsthepowe'r shaft and piston assembly' in its fixed working position with respect to th pistonsand the valve. 7

- The-starter device 83 comprises the casing 82 havingjournalled therein the mating pair of oil drivenstarting gears 88 and 88, the gear 88 having a freewheeling bearing upon the power shaft 4, being adapted to stand without rotating while fixed, and a series of stepped gears. This gear 81 is. meshed with gear 88 which is journalled in the it theengine is running, but when the engine is idle andthe'. gear 88 isrotatd-forward, as indicated by .'arrow"in Fig. 13, it rolls a grip roller 88; into 1a narrowing wedge track 88", thereby grippingthe gear to the power shaft when driving-forcei is; applied to the free wheeling. grip gear 88'; thus this'wedge unit acts as clutch.f.'= 80-}is' the oil port pressure entrance to gears 88 and 88' and connects to a starting valve .08 via pipe? line 02 to an air cushioned starting pressure M. This tank is kept automatically fuel-oil pressure charged from starting pressure (Fig. 9). The oil passes around take off ojitlet 81 the teeth ofll ears 88 and 89 and'outlets through port 88 and back into the fuel supply line to the fuel pump via of pipes 88 and 84. Thus rotating gears 88 and 88 and forcing gear 88 to clutch the power shaft 4 for producing starting rotation of the engine. when the engine'starts, the rotation of shaft 4 releases roller clutch 88' in gear 88and freesthe starter. Hand pump charging of tank 8| may be provided for but is not shown. The pipe 84 leads to-a'source of oil supply not shown.

The oilpumpis shown best in Figs. 8, v and 10, Fig.1 10' being drawn to a very large scale, in which the pump 88 is shown as being supported at one end of a casing I00 which houses a set of two gears IOI and I02, as well as a water cir- 'culating pump I03. A shaft I04 extends through the casing'from gear I02 and a reduced section thereof passes through the oil pump housing.

.This housing comprising a main-body I05, pump chamber I08 and end fitting I01; the usual packing glands I08 and I08 being shown around the shaft on each side of the pump chamber to reduce pressure loss. The gear pump for the oil has a, gear IIO keyed to the shaft I04 which is meshed with a similar gear III journalled in the walls of the chamber. The fuel inlet to the pump is at H 2, and the outlet at H3. The outlet leads into a passage II4, to the left of which (Fig. 9)

'a' starting .passage II8 of the pump, the oil under very A fuel oil pressure regulator valve H3 governs the pressure to the fuel rail and allows excessoil to enter the passage I where starter tank pipe 81 connects therewith in a branchthereof. A starter pressure regulator valve I2I governs the pressure to the starter tank, excess oil entersv reduced end I26 of the shaft i23 connects with.

the propeller I21 of the water pump and forces cooling water to the engine cylinder jackets via of ducts I28 and I28 and from a radiator, not

shown, via of duct I29.

By referring to Fig. 1, the pinion gear I is shown as meshed with the ring gear. I3 'forrotae tion of the valve plate 9. The larger gear I24 meshes with the gear I2 so that the drive shaft 3 is used for turning the valve plate, running the fuel pump and for running the water pump. The,

R. P. M. of the valve is set to run at one-sixth shaft speed. i

The fuel rail is indicated at I30, note Figs. 1, 4 and 11, which is connected to the fuel passage II8 of the oil pump via the pipe I3I. This fuel rail I 30 is an annular groove in the cylinder block of engine side I. which groove is made into a tubular passageby welding, brazing, or freezing an annular ring I32 therein, as shown. From the fuel rail radiates the five nozzle communication passages I33, each of which has an enlarged valve chamber I34. In each valve chamber, there is screwed a valve casing I35 which is slightly tapered from above the threaded portion to the top thereof so that it will tightly seal itself against the walls of the chamber when it is drawn tightly into the threaded portion t the bottom of, the chamber. At the top of the casing is a screw slot I38 so that the casingcan be rotated for placing and removing same. Near the middle of the casing are outlet ports I31 which communicate with the fuel injection or nozzle communication passages I33, see Figs. 11 and 15.

Within the valve casing is a plunger or valve stem I38 with an elongated extension I39 which has a frusto-conical valve head I40 adapted to seat itself on a valve seat I4I around the bottom opening of the casing. The usual sealing packing I42 and spring I43 are provided in the casing, the spring forcing the valve to closed position. At the top end of the stem is a cam rider surface I44 whichslips along over the cam surface in the grooves 43 of the valve plate 9. Whenever the surface I44 rides upon the raised portions 43 between the grooves, the injector valve I40 is opened and high pressure fuel oil is forced between th casing I35 and stem I39, out through the ports I31 and into the passage I33.

Each passage I33 leads to a fuel jet or injection nozzle I45 which sprays the-fuel into the communicating transfer slot or port 44 of the valve plate 9 from which slot or port the fuel oil along with the hot firing air from the compressor cylinders are forced by their own pressure into the power delivery cylinder. Full and complete expansion occurs in each power delivery cylinder until the end of the piston stroke.

) Operation To start the monovalve engine herein illustrated, the starting button I46, see Figs. 1 and 13, is pulled for opening valve 08. This operation admits fuel oilunder high air cushion pressure from starter storage tank 9i to starter gears 88 and 83 and drives get-r 88 forwardon the drive shaft 4 and engages it through action of the wedge collar 38. The fuel oil from starter tank 9i enters the gears at the high pressure side 80 and exhausts at 33 and reenters fuel supply line 94 through pipe 35. Upon rotation ofshaft 4, fuel pump 98, driven by connecting means involving gearsl2, I24, IOI and I02 rotates fuel pump shaft I04 and pump gears III) and III which force fuel oil from pipe 34 through intake port II2 of the pump, Figs. 8, 9 and 10, delivering pressured fuel oil into distribution passage II4 controlled by regulator escapement valve II9. From distribution passage IN, by opening throttle valve H8, the high pressure fuel oil passes through the engine casing to the fuel oil distributing ring I301 Thereupon, the fuel passesthrough admission valve I35, see I5 and II, through passages I33, Fig. 12, and out injection jets I45 into monovalve high compression transfer ports 44 which in progressive sequence admit fuel into the coming the homogenized fuel and air mixture against pistons I9 which, and their cylinders I4--I5, are sealed by valve 9 after ch arging with the explosive mixture from the ports 44. Expansion from the explosions drives pistons I! in cylinders I4 and I5 outward from each other resulting in power thrust against ball socketed thrust slippers 34 which ride the marginal surfaces, front and rear,

of wobble crank discs 25 and 28 producing rota- 3 tion thereof and the driveshaft 4.

The modus of functional operation permitting the adaptation of the single monovalve to this type of an engine is based upon the combining of four-cycle functions in two-cycles of functional operation, adaptation of balanced or equal 01)- position of jopposing forces against the monovalve, the creating of a fourfcylinder coactional opposed group or set of cylinders which through duplex-opposition astride a cylinder-head valve.

' the cylinders being set in large then small tandem fashion so thateach engine side" has five sets of cylinders which are bpposed by a like cylinder arrangement in the other side of the engine, thus making-possible by two-stroke operation the adaptation of a common exhaust and intake port in the valve to serve both exhaust and intake functions from one cylinder to the other in a revolution of the engine and the piston movement. Also permitting the adaptation of a single air transfer port between the opposition pairs of large and small cylinders to act in timed sequence to commence the transfer of air from the two opposed air compressor cylinders I6 and I1 respectively to the two larger explosion cylinders I4 and I5 after the end dead center meeting of they explosion cylinder pistons I9 on either side of the valve 9, and then cutting of! the communication therebetween when the smaller pistons I! meet as their reversal movement begins. Thus, a four-cylinder opposed coactional set with an accompanying valve is created, within a limited arc of movement of both the valve and the segment of the are occupied by the four-cylinder set or group as it relates to the circle around which the cylinders are set in opposition. There being room for both valve movement and high compression ratios adequate for compression ignition in a circle for a maximum of five sets of cylinders, each set from one to five being a complete engine in itself not dependent upon any of the other four sets to function. Each set is preferably segmented into 72 degrees of the circle of 360 degrees, which enables a lag or drag action of the pistons it of 31% degrees to approximately 33% degrees after the explosion pistons II have reached top-deadcenter which respective actions provide the necessary compression ratio in the compression cylinders i6 and H to automatically explode or burn the transitionally injected fuel and air driven into and between the out-acting power-pistons I9. Thus, the valve action I becomes in ratio of speed and revolutions, one sixth that of the drive shaft 4, having six 60 degree spacedport sets comprising a transfer port or passage 44, an intake-exhaust passage 45 and a cam groove and cam or plunger depressor 43 to each of the valve port-sets. To produce a compression ignition ratio, again the strokes of the pistons should be equal to twice the diameter of the bore or more, and the motion of piston reciprocation uniform and harmonic, thus the approximately two and one third times the bore length of stroke or thereabouts is again an essential factor in the operation of the monovalve engine principle in obtaining compression ignition pressures, and transferring them in relative movement to advance-set combustion cylinders. By the foregoing arrangement and principle of operation, the air volume entering through inlet ports 41 passing through valve ports 45, and into compression cylinders lG-ll is compressed therein and transferred through valve port 44 into explosion cylinders i 4-lli of each respective set; the fuel being injected through iet I45 of each respective set into the valve transfer port 44, the shearing of! of the fuel at jet I45 into the air-stream under 1000 degrees of compression heat, and at nearly a mile a second velocity combined with cyclonic turbulence as the fuel and air split against the transfer-port end to equally fill the retreating displacement of the outgoing power pistons It. The combustion takes place from the fuel transformation taking place sheared to near-infinity oil. the fuel jets and blasted into the power cylinders in a state of flame. Thus, there is no usual process of flame propagation, as instantaneous transformation of fuel under high temperatures produces combustion but little beyond the period of transfer and injection, expanding in the greater displacement explosion cylinder to more than one and six tenths the volume of its intake displacement instead of six tenths its intake volume as applies in Present engines before the exhaust valve opens. Thus, the duplex-opposed fourcylinder monovalve set-unit of co-acting operation enables compound-expansion of the combustion in the power delivery cylinders l4l5 to nearly atmospheric pressure before being exhausted out through ports 49. The power pistons l9 meeting against the valve 9 in exhausting the burned residual gases, provides full scavenging, with a, substantially noiseless exhaust. The introduction of fuel into the transferring airstream obviates mixing devices, atomizers, carburetors, or preheaters, eliminates compression spaces, ignition devices, blowers or scavenging devices, prevents pre-ignition, back-thrust or the possibility of detonation, and enables any type of fuel to be employed from crude oil to volatile ether without change or adjustment of the throttle valve H8 or change of fuel pressure regulator valve H9 in the fuel pump. The intake air volume at low altitudes remaining constant, the throttle valve M8, by increasing or lessening the volume of fuel admitted to the fuel ring I33, governs the speed and power of the engine, the engine being stopped by closing the fuel throttle. The fuel pump volume capacity exceeding the maximum fuel requirements, the excess fuel is by-passed by fuel pressure regulator valve I [9 into a reduced pressure take oil chamber leading to the starter pressure tank ill, the reduced pressure for starter tank charging being controlled by starter pressure regulator valve Hi and the tank charging outlet at 91, the overflow being by--passed into passage I22 leading back into the fuel pump intake H2.

The supercharger 60, Figs. 1, 3 and 7 is preferably operated in rarified atmosphere and is inducted through the opening at the forward end of main shaft 4. This air enters through ports 63 and between the blades of the centrifugal fan 42, around which revolves a counter turbine ring 84 running at an increased speed in the opposite direction. The air is scooped and forced out through restricted jet outlets contracted in the outlet orifices to maintain a high air velocity and pressure to prevent regurgitation and back-flow of air discharged therefrom into circular anti-chamber 58 leading to radiatin air ducts 51 and communicating with air intake ports 41. The air pressure in anti-chamber 5B is sealed against internal leakage into the engine by the hub bearings on counter turbine 64 and contraction ring in sealed end plates 64a engaging the sub peripherial hubs 64b on the counter turbine 84. To operate, clutch lever 11, Figs. 13 and 14, releases held back sleeve 15 engaging clutch 14 to engage clutch cone on gear 1| driving pinion 10, gear 68 and turbine gear 61. Ring closing induction valve 5| via of gear I55, see Fig. 3, is then rotated to close all the freeair ports or ducts 41 leading to each ii-cylinder set, which, governed by the degree of air escapement allowed, controls the desired air pressure delivered to valve 9.

Having thus described my invention, what is claimed as new and desired to be secured by Letters Patent is:

1. In an internal combustion engine of the compression ignition type, said engine comprising alternate opposing paits of air-compression cylinders and opposing pairs of explosion cylinders, regulated air inlets for the compression cylinders, exhaust outlets for the explosion cylinders, two-stroke action pistons in the compression cylinders and means to move the pistons so that opposing pistons have opposite motion and meet in a predetermined sequence, two-stroke action pistons in the explosion cylinders and means to regulate the movement of these pistons so that opposing pistons have opposite motion and meet in a lead sequence with respect to the compression cylinders supplying the air thereto, a rotating cylinder-head type of valve plate intermediate and between the opposed ends of the cylinders, means adapted to admit air into the compression cylinders and from there transfer the air into the explosion cylinders, means to diffuse fuel into the air while in transfer between the compression cylinders and the explosion cylinders and ignite the fuel-air mixture by the heat of compression of the air, means to conduct the ignited mixture to the explosion cylinders over the pistons therein during the beginning of their working troke, and means to exhaust the burned gases at the end of the power strokes of each explosion cylinder. 3

2. In an internal combustion engine of the compression-ignition type, said engine having a plurality of opposed pairs of explosion cylinders verse in lead sequence with respect to the mo- 1 tion of the pistons in their mated air compressor cylinders, means for causing the air compressing pistons to meet in a timed lag sequence with respect to their mated explosion cylinder piston so as to empty their compressed air into their respective mated explosion cylinder, a revolving cylinder-head valve plate between the pairs of a opposed cylinders having means to conduct air to the air compressing cylinders and conduct the compressed air into the explosion cylinders, means in the plate to control the admission of fuel into the compressed air while in transfer between the compression and explosion cylinders, and means in the plate to exhaust burned gases from the explosion cylinders to the atmosphere.

3. In an internal combustion engine, a rotary valve disc, means for supporting the disc and rotating it, a cylinder unit on each side of the disc and each having a plurality of open ended cyinders with resiprocating pistons therein, said cylinders having their open ends abutting the disc so that said open ends are substantially in a common plane, each cylinder unit having their cylinders spaced apart in a manner that alternate cylinders are explosion cylinders and alternate cylinders areair compressing cylinders, said units having a common axis and positioned so thatlall the explosion cylinders of one unit are registered with the explosion cylinders of the other unit, means controlled by the disc for admitting compressed air from the compression cylinders into the explosion cylinders, means controlled by the disc for exhausting burned gases from the explosion cylinders to the atmosphere, andmeans controlled by the disc for admitting fuel into the compressed air while enroute to the explosion cylinders.

4. The engine recited in claim 3 wherein the disc has a plurality of equally spaced apartcutouts along the perimeter thereof and a slot inwardly but near each cutout, and a cam track concentric with the disc and in the disc; the cutouts providing exhaust ports, the slots hot gas ports between pairsof cylinders, and the track a means for controlling the injection of fuel into the hot gases in the slots.

5. In a multi-cylinder internal combustion engine with a pistonin each cylinder, a pair of cylinder units slightly spaced apart to provide disc space, each unit having an equal number fuel-mixture receiving of explosion and air compression cylinders therein with the piston heads of all cylinders of each unit opposite one another, a disc-like rotatable valve and cylinderhead element operable through the disc space between the opposing ends of the said cylinders, a series of alike spaced apart portsets in equal segments of the valve element, each port-set comprising a full-function valve unit including a common intake and exhaust port and a compressed air transfer passage, 8. fuel admissiontimer track in the central portion of the valve element designed to control the fuel admission to the said compressed air transfer passage, means to rotate the valve element in unicycle port-set sequence with the reciprocable opposed pistons, means to reciprocate the pistons of the air compression cylinders, a powershaft connected with the pistons of the explosion cylinders, and means connecting a supply of fuel with each transfer passage in the said valve element.

6. The engine recited in claim 5 wherein a primary air compressor is connected with the shaft and concentric therewith, and means connecting the compressor with the intake and exhaust port of the valve element for conduction of precompressed air into the air compression cylders, an inlet for air into the compressor, said shaft being open at one end to conduct air into the compressor via said inlet.

7. In an all-type fluid fuel burning compression-ignition engine, a pair of abutting cylinder units, each unit having a plurality of explosion and air compressing cylinders, the compressing cylinders having a constant volume air intake and opposed pistons in lag-meeting sequence void of compression spaces, a pair of coacting opposed intercommunicable explosion cylinders with opposed pistons in lead-meeting sequence with respect to the compression cylinders and also void of compression spaces, the last recited pistons being adapted by lead movement to reciprocate to their meeting ends and reverse in advance of the lag-meeting air compressor pistons to provide reversal displacement into which the air compression pistons. can compress their charge into the explosion cylinders, and means to fuel charge the air in transferbetween the compression and explosion cylinders.

The engine recited in claim '7 wherein a thin disc-like valve element. is provided to rotate intermediate and between the said opposing pairs of units, said valve element operating to time the sequence of admission'of air from its compression to ignition temperature in the compression cylinders and transfer the compressed hot air to the explosion cylinders, means to interditfuse fuel into the hot air to atomize and ignite the charge before the charge enters the explosion cylinders.

9. In an internal combustion compression-ignition type engine embodying a housing with a powershaft therethrough, a pair of cylinder-block units surrounding the powershaft and within the housing, each unit having a plurality of opposed and alined cylinders with reciprocating pistons therein, a mechanism connecting the powershaft with the pistons for transmission of power between them, a disc-like valve element intermediate the units and having a plurality 'of ports acting as air inlets to half of the cylinders and exhaust outlets to the other half of the cylinders, alternate cylinders of each unit providing air compressing chambers and the other cylinders of each unit providing power delivery chambers, a plurality of passage slots in the valve element positioned and arranged for conducting hot fuel igniting air from the compressing chambers to the power delivery chambers at predetermined intervals, a fuel supply means having a regulated outlet in communication with the passage slots of the valve element to diffuse fuel into the hot air passing through the slots and form a highly combustible ignited mixture before the mixture enters into any of the power delivery chambers.

10. In an internal combustion compressionlgnition compound two-cycle engine having a central shaft for delivery of power therefrom, a plurality of tandem-pairs of cylinders about the shaft, each tandem-pair comprising two pairs of mated parallel alined cylinders wherein each pair is opposed to one another, a piston in each cylinder, each pair of mated cylinders having their pistons timed so that one leads the other and thus present lag and lead cylinders, a valve disc concentric with the shaft and positioned so that the sides thereof act as the cylinder head for all the cylinders, means in the disc for allowing air to be supplied to the lag cylinders in a predetermined sequence, passage means in the disc to allow highly heated air from the lag cylinders to enter the lead cylinders in a predetermined sequence, means for conducting burned gases from,

the lead cyli'ndersin a predetermined sequence, and fuel injection means connected with said passage means for injecting fuel into the highly heated air to form an ignited explosive mixture as the air is passing therethrough bound for its respective mated lead cylinder wherein the mixture is expanded to produce power, and means connecting the pistons in all the cylinders with the shaft.

11. In a compression-fired engine having a housing consisting of a pair of flanged cupshaped shells with the flanges joined on opposite sides of an intermediate ring to provide a disc space between the flanges and an engine chamber between the shells, a shaft passing through the housing, a disc shaped valve plate in the disc space concentric with the shaft, means for rotating the plate in said space, the flange of one of the shells having a plurality of spaced apart air inlet ports and the flange of the other shell having a plurality of exhaust ports, a cylinder block unit on each side of the plate, a plurality of cylinder bores with pistons therein in each block having their open heads in a substantial common plane and employing the plate as their head closures, each block having their bores arranged in operational compression-explosion pairs so that alternate bores are explosion cylinders and the other intermediate bores are air compression cylinders, means connecting the pistons with the shaft and for timing the pistons so that the explosion cylinder pistons are a little in the lead with their respective compression cylinder piston, means in the plate for connecting the air inlet ports with the compression cylinders in sequence, means in sure.

12. In a mono-valve engine having a rotatable cylinder-head disc-like valve dividing and coordinating two opposing cylinder and piston units surrounding a central powershaft, each unit having a plurality of power cylinders with inlet. and outlet ports and alternate air compressor cylinders with inlet and outlet ports, the said valve comprising a common means of air induction through a single port to two opposing simultaneous acting air compressing pistons, a common means for exhausting burned gas from two opposing power delivery cylinders with simultaneous meeting pistons therein, transfer passages in the valve each one acting between two meeting air compressor pistons to permit the discharge of the two volumes of compressed air through a single transfer passage into two intercommunicable opposed power delivery cylinders, means tointroduce fuel into the air in transit through the transfer passage, the said rotatable valve sealing the ends of all the air compressing cylinders during compression and all the power delivery cylinders during explosions and thus permitting the Joint discharge of two opposed cylinders of compressed air through one transfer passage into two opposed power delivery cylinders.

RANSOM Y. BovEE.

REFERENCES CITED The following references are of record in the file of this patent:

UNI'IE'D STATES PATENTS Number Name Date 951,093 Remington Mar. 1, 1910- 1,005,118 Rabsilber Oct. 3, 1911 1,978,194 Gray Oct. 23,1934 2,263,561 Biermann Nov. 25, 1941 960,063 Beckmann May 31, 1910 1,413,363 Smith et al Apr. 18, 1922 1,895,851 Jannin et a1 Jan, 31, 1933 1,826,325 Paul Oct. 6, 1931 1,919,755 Sherman July 25, 1933 1,904,499 McLaren Apr. 18, 1933 1,808,380 Royal June 2, 1931 1,168,877 Froehlich Jan. 18, 1916 1,610,060 Lind Dec, 7, 1926 780,549 Callan Jan. 24, 1905 1,145,820 Summerill July 6, 1915 

